Conveyer



July 20, 1948. R. A. BRADLEY CONVEYER 2 Sheets-Sheet 1 Filed May 17, 1945 July 20, 1948. R. A. BRADLEY CONVEYER 2 Sheets-Sheet 2 Filed May 17, 1945 Qy a 2% 2 v & W w M E NNN v Patented July 20, 1948 OFFICE QQNVEYER Robert Auld'om Bradley, Vancouver, British Columbia, Canada AnplicationMay 17, 1945, Serial No. 594,295 lntcanada January 31, 1945 6' Claims. it

This invention relates to. flexible; trestl'ework designed for transporting material over a foundation which is. subject to sinking o1: heaving, by virtue of elastic, characteristics; or host action.

It has heretofore been considered.- essential to provide load supporting trestlework with a foundation which has no tendency to sink; and is not subject to lifting by frost action. Thus the trestlework in bridging is. usually supported on solid piles extending to bed rock and'trestlework conveyors have been provided with a solidbase such as a cement block for each bent of the trestlework. Becauseof' the expense-involved; trestleworl: conveyors have not; heretofore been used for long hauls.

According to the present invention; there is provided a trestlework conveyorwhich is. flexible, the bents: and. longitudinalsbeing so interconnected that if the'foundationsubsides beneath a bent it is not left suspendedby'its connection to the remainder of the trestlework; but sinks with the foundation without. impairing the connection of the bent to the remainder of the trestlework; Thus, a" flexible trestlework conveyor according, to the invention comprisesr at least one, and preferably aplurality of trestle sections, each section comprising; a: plurality-of transverse bents, longitudinal members" connect:- ing the bents nearthe-top and a-plurality'of diagonal braces pivotallyconnected-at oneend-"to a longitudinal member and at the 'otherend' pivotally connected to means connectedtoa" bent and movable upwardly or" downward-1y? with respect to such bentJ Each end bent of each trestle is connected to the adjacent bent by a strut or the like, and each other'bent is provided at-each side of each trestlesection with'a pairof'diag onal braces pivotally connected to" the respective longitudinal members at each sldeofeach such bent and pivotally; connected" at the other end to" the means which move with respect to the bent, such movement being-upwardly towards the longitudinal'members ordownwardl'y away, there from; In eachsection, one ofthebentsistfix; edly connected to' foundation blocks'and the re maining b ents are mounted onfcundation blocks to slide'longitudinally of the trestlework, means being provided to prevent such' sliding bents'from moving, sideways. of the trestlework. The sec tions. are spaced to permit" each section. to ex"- pand from its'fixedbent towards each'end' and preferably the. end; bents of adjacent'sections are mounted" (slidably) on common .ioundation blocks. The space between sections. is bridged by, railsisuppprtedfon the longitudihalsthe rails 2 being split at the point of bridging and connected to permit relative longitudinal movement of the rails carried by the adjacent trestle sectionswhile maintaining wheel-bearing surfaces.

Each bent provided with a pair of diagonal braces as mentioned above has connected thereto a bracket having an upwardly extend-ingslot adapted to engage a pivot member free to move up and down in such slot. The bracesof a pair are both mounted on such pivot member.

According to the preferred modification each bent includes a lower transverse member, upright members and a cap connected thereto supporting two longitudinal members; each carrying a rail-fora wheeled car, thelongitudinals and rails being spaced to carry such car. (It will be understood that each longitudinal and each rail may be, and usually is-made up of many sections placed end to end;) A second pair of longitudinals spaced the same distanceas the upper longitudinals' mentioned above is slung belowthe upper longitudinals, each lower longitudinal being supported from the cap of each bent by suspension means and carrying rails of the same gauge as the upper'rails. The lower longitudinalsare further supported by a plurality'of diagonal ties pivotally connected at the top to the upper longitudinals and at the bottom to the low* er longitudinals.

The arrangement is'such that a car carried on the rails has a load suspended from it. Accordingly the loaded car or cars travel on the lower rails and make the return journeyon the upper rails. At each end rail extensions are provided constituting a ramp for transferringa' car from the lower rails to the. top rails andvice versa.

Other features of the invention will appear from the accompanying drawings,- in which Figure 1 is an elevation of the'trestleworlrconveyor according to the invention showing part of the loading end section and all but one bent of the sections between the loading and unloading end sections broken away as well as portions of the. diagonal braces and the upper longitudinals opposite therail extensions;

Figure2 is a section on the line 2-2 ofFigure 1.

Figure 3 is an elevation of therail expansion joint;

Figure 4 is a plan of the rail expansion joint;

Figure 5 is a detailed view showing the sliding connection of the diagonal braces to a bent.

Figure 6 is a section on the line 6-45. of Fig.- ure 5.

Figure '7 is a detailed plan view of the rampforming rail extension arrangement.

Figure 8 is an elevation corresponding to Figure '7.

The trestlework which may be many miles in length is composed of a plurality of sections. For convenience the section at one end is referred to as the loading section and that at the other end as the unloading section and the intervening sections constitute the travelling zone. The unloading and loading sections differ only from the remaining sections in that the former are provided with the ramp-forming rail extensions and are slightly modified to accommodate the same as hereinafter set forth. The complete unloading section of Figure 1 is indicated by the bracket A. Thus each section of the trestlework consists essentially of bents I0, foundation blocks I I, upper longitudinals I2, lower longitudinals I3 and diagonal braces I4.

Referring to Figure 2 each bent consists of a transverse beam I5 supported at each side on a foundation block II, two uprights I6, a cap I I, two intermediate stub struts I8 and two struts I3. The uprights IE5 are secured to the transverse members I5 and I'l" by straps Ito of iron or the like nailed thereto, and the members I8 are nailed to the uprights I5. The struts I9 are similarly secured at the top to the cap H, at the bottom to the transverse beam I5, and intermediate their lengths to the upright member I5.

One bent in each section is fixed against move ment longitudinally of the trestlework, its transverse beam I5 secured by nails or the like, to its foundation block I I. The remaining bents of the section are mounted so that they may slide longitudinally of the trestlework, movement laterally of the trestlework being prevented in this case by auxiliary blocks 23 secured to the transverse beam I5 on each side of the respective foundation block II.

As appears from Figure 2, each cap I'I carries two longitudinals I2 which connect the series of bents at the top, the longitudinals each carrying a rail 2| for a car 22 having flanged wheels 23 driven by motor 24 and the longitudinals being spaced in accordance with the tread of the car. Spaced exactly the same distance and carrying rails 25 are lower longitudinals I3. These longitudinals I3 are accurately spaced from the upright I5 by means of the stub struts I3 to which they are connected, and are supported from the caps I! by rods 26, which, passed through holes provided in the caps I1 and the longitudinals I3, are connected by washers 21 and nuts 23, positioned at the top of the caps I1 and the bottom of the longitudinals I3. The lower longitudinals are further supported by diagonal ties 29 (see Figure 1) connected at the top to the upper longitudinals i2 and at the bottom to the lower longitudinals I3.

The end two bents of each section are connected together near the bottom by longitudinal struts 30. The remainder of the bents are not directly connected together at the bottom but are supported in the upright position by diagonal braces I4, each pivotally connected at the top to the respective longitudinal I2 by a bolt 3i. Each diagonal brace I4 is pivotally connected at the bottom to the adjacent bent by the arrangement shown in detail in Figures 5 and 6. Bracket 32 of approximately inverted U-shape is connected at the ends to each of the struts I9 by means of bolts 33. Each bracket 32 is provided with an elongated slot 34, which runs longitudinally of the strut I9.

A bolt 35 provided with a rectangular shoulder 36 adapted to slide in the slot 34 is passed through an appropriate hole formed near the lower end of each brace I4, and is held in position by the head 37, washer 38 and nut 39. The lower of the two braces I4 is spaced from the bracket 32 by washer 40. The result of this connection is that each brace I4 may pivot in relation to the strut I9 and the longitudinal I2 to which it is connected, but the two braces connected to a strut' I9 can not pivot independently of each other.

It follows that the connection of the braces I4 and thus the connection of the bents to the longitudinals is such that any one bent may move up or down with respect to the remaining bents without any undue strain being imposed thereon and without any joints being broken. Because only one of the bents in any section is fixedly connected to its supporting block, expansion of the longitudinals or the rails results in expansion or contraction, as the case may be, of the entire section, the bents other than the fixed one sliding on their foundation blocks I I, while maintained upright by braces I4.

As appears from Figure 1, two sectionsare placedend to end but are not in contact. The proximate end bents Ilia and ID!) are, preferably mounted n common foundation blocks II, but there is left between them an expansionspace 4|, which is bridged only by the rails 2| and 25, which rails 2i and 25 are at this point provided with an expansion joint illustrated in Figures 3 and 4. Each expansion joint is made up of two sections of rail 2i, each having its end diagonally cut at the same angle m to the length of the rail. (See Figure 4.) When the diagonal faces of two rail end sections are placed in contact they form what is in effect a spliced rail as shown in Figure 4. It will be'apparent that because the angle a: is

,relatively small, an appreciable relative longitudinal movement of the two rail end sections may be permitted, without impairing the wheel bearing surface 42 of the rail. I r

The two rail end sections are held together by means of compression spring 43 contained in position by bolt 44 and its nut 45. As appears from Figure 3, the bolt passes through a hole (not shown) in one rail section end and. a -slot 46 formed in the other rail section end, approximately half way along the length of the diagonal face, the bolt moving in the slot when one or more of the rail end sections movesin relation to the other.

It is preferred that the gauge side of the rail in relation to the direction of travel indicated by the arrow in Figure 4 should be that indicated as B in Figure 4.

As described above, the trestle work is provided with the lower longitudinal I3 carrying the rails 25 and suspended from the upper cross members I! by means of the rods 26, and-from the upper longitudinals I2 by means of thediagonal ties 29. The lower rails 25vcarry the loaded car or truck, the load being suspended from the car by means of cable. 41 and the ring 48, whereas the upper rails 2I 'carry' the car on the return journey. As will be apparent, the force of braking of the car with its loaduwhen it has reached the unloading zone is borne by the lower longitudinals I3. Y Because these longitudinals constitute individual units held against lateral movementby means of the struts I8, and suspended from the caps I1 onlyby the rods 26, the braking loadis not placed solely on'one bent but is distributed QAMAQQ 51 over a number- A theseme time. the brakin oad; is to s me extentabsorbed and; distributed by the diagonal ties 29. r

The-ramp arrangementsho'wn in Figures-'1 and 8 is provided for transferring the unloaded car from the rails 25 to the top rails 2| at the unloading end; of the trestlework, and from the top rails 2| down to, the lower rails 25; at the. loading end of the trestlework. At, each end of the trestlework, each of the two rails 2| is provided. with an; extension 49, bolted to a bracket 50 by bolts 5!. The bracket 54!, is in each instance, pivotally mounted on a stubrshaft 52, itself mountedin bearings 53. secured to the cap. H. on the outside of each rail 2| and directly in line with the end of the-rail- Zi. :.E ach bracket 50 is provided at the end opposite to. that bolted to the. extension 49, with a counterweight 54 positioned by means of the set screw 55. At the unloading end of the trestlework the counterweights 5.4 are so adjusted that the extensions 49 fall into the position shown, but may be readily kicked up by the Wheels 23 of the car 22, when the wheels pass between the rails 25 and the extensions 49. At the loading end of the trestlework, the counterweights 54 are adjusted to hold the extensions 49 in the elevated position illustrated, but to permit the extension to be easily "lowered into position by the Weight of the car 22 returning to the loading position, so that-the car may travel down the ramp formed onto the rails 25;, Ifhe. free end of each extension 49 is bevelled from e nderside a at 6 so that a smooth 3 11; wit lhelo er a l is ade. Stops 5 en a e the brackets 59 to prevent theextcnsions from being lifted too far at the loadin end by the counterweight 54 and guides 58 extending downwardly on each side of each rail extension 49 near the bevelled end, ensure that the extension is properly aligned with the lower rail. As appears from Figures 7 and 8, the longitudinals l2 connecting the bents between which the rail extensions 49 are positioned are moved out to clear the extensions 49 and cars carried by them. For clarity, the longitudinals are here marked 12A.

While any mode of power for the cars 22 may be used, it is preferred that they be operated electrically by the known automatic controls, which permit the cars to be started, braked and stopped by an operator located at any given control station. The brakes are preferably solenoid operated and adapted to be automatically applied when the car operating current is oil and therefore the solenoid is de-energized, and immediately released when the current is switched on. Current is supplied to the car through the rails and for this purpose the trestlework is divided into three zones each separated by a small rail break, namely, loading, travelling and unloading zones. In the travelling zone the current will normally be on at all times, since it will not be desired to start or stop the car except when it is in the loading or unloading zones. When the operator in the loadin zone has loaded the car, he sets the desired lever on the car to the forward travel posltion, and then energizes the rail in the loading zone. This starts the car in forward motion and it continues to travel until it reaches the unloading zone. When the operator there sees the car coming with its load, he energizes the rail there, so that it may be brought to the proper position and then de-energizes the rail, thus applying the brakes and stopping the motor to bring the car to a stop. After the unloading has been completed the operator energizes the rail again and the car movesalong, the. wheels raising. the rail entensionsld in passing The rail is then dei en engined to stop the car; the switchon the car is hanged to the reverse travel position, and after the. rails are again energized the car travelswup the ramp. formed-by the: rail extensions 49 and along the-upper rails 2 I to. the. loadingzone, where it. again comes under the control of the loading zone operator. He, after operating the car-down the ramp formed by the extensions at thatend, stops the car, places the carswitchin the forward travel position and the trip. to the unloadlngrzone may be repeated. after car has been again loaded. i/

. What I claim as my invention is: i 7

1. A fiexiblet-restlework conveyor consisting of at least one section. comprising a plurality-of transverse bents;. longitudinal connecting means carried by said bents, a plurality of diagonal braces. connected pivotally at one end to the longitudinal connecting means and at-theothe'r end pivotally to. meansconnected. toa bent and movable. vertically with respect to such-bent to wards and away from said longitudinal connectingmeans. U

2'. A-fiexi-ble. trestlework: conveyor consisting of at, leastone section comprisingia plurality of transverse. bents; foundation means adapted separately. to support each bent, one bent of arsection being fixedly connected to itsfoundation means and the remaining ibentsgofthe section being mounted to slide longitudinally of the; trestle.- Work in relation to their.respectiveafoundation means, longitudinal connectingmean's'carried by said-bents. aplurality off diagonalbraces'c'onnected. pivotally atone; end to. the longitudinal: con-.- necting means and at the other end pivotally to means connected to a bent and movable vertically with respect to such bent towards and away from said longitudinal connecting means.

3. A flexible trestlework conveyor consisting of a plurality of trestle sections, each section comprising a plurality of transverse bents, longitudinal members connecting said bents near the top, rails supported on the longitudinal members and adapted to carry load transporting apparatus along the conveyor, strut means connecting each end bent of each trestle section to the adjacent bent, and a pair of diagonal braces pivotally connected to the respective longitudinal members at each side of each trestle section with one brace at each side of each bent except the end bent of each trestle section, the other end of each diagonal brace of each pair being connected pivotally to means connected to the bent between the pair and movable with respect to said bent towards and away from the longitudinal members.

4. A flexible trestlework conveyor consisting of a plurality of trestle sections, each section comprising a plurality of transverse bents, foundation members adapted separately to support each bent, one bent of each section being fixedly connected to at least one foundation member and the remaining bents of each section being mounted to slide longitudinally of the trestlework in relation to their respective foundation members, longitudinal members connecting said bents near the top, rails supported on the longitudinal members and adapted to carry load transporting apparatus along the conveyor, strut means connecting each end bent of each trestle section to the adjacent bent, and a pair of diagonal braces pivotally connected to the respective longitudinal members at each side of each trestle section with one brace at each side of each bent except the end bent of each trestle section, the other end of each diagonal brace .of each pair being connected pivotally to means connected to the bent between the pairand movable with respecttosaid benttowards and away "from the longitudinal members. 5. A flexible trestlework conveyor consisting of a plurality of trestle sections,-each section comprising a plurality of transverse bents. each bent of each section except the end bents having connected thereto a bracket having an upwardly extending slot, pivot means adapted to slide in said slot, foundation members adapted separately to support each bent, one bent of each section being fixedly connected to at least one foundation member and the remaining bents of each section being mounted to slide longitudinally of the trestle work in relation to their respective foundation members, longitudinal members connecting said bents near the top, rails supported on the longitudinal members and adapted to carry load transporting apparatus along the conveyor, strut means connecting each end bent of each trestle section to'the adjacent bent, and a pair of diagonal braces pivotally connected to the respective longitudinal members at each side of each trestle section with one brace at each side of each bent except the end bent of each trestle section, the other end of each diagonal brace of each pair being connected to the pivot means of the bracket connected to the .bentbetween the pair whereby said end of each diagonal brace may be moved with respect to its benttowards and away from the longitudinal members.

6. A flexible trestlework conveyor consisting of a pluralityof trestle sections, eachsection comprising a plurality of transverse bents, each bent of each section except the end bents having con nected thereto a bracket having an upwardly extending slot, pivot means adapted to slide in the slot of each bracket, a pair of spaced longitudinal members connecting said bents near the top and each carrying a rail for a wheeled car, strut means connecting each end bent of each trestle section to the adjacent bent, and a pair of diagonal braces pivotally connected to the respective longitudinal members at each side of each trestle section with one brace at each side of each bent except the end bent of each trestle section, the other end of each diagonal brace of each pair being pivotally connected to the pivot means of the bracket connected to the bent between the pair whereby said end of each diagonal brace may be moved with respect to its benttowards and away from the longitudinal members.

ROBERT AULDOM BRADLEY.-

REFERENCES CITED The following references are of record in' the file of this patent:

UNITED STATES PATENTS Leopold Oct. 24,- 1944 

